Speed-change gearing.



G. K. GARVIN & E. J. MOGLELLA-N. SPEED CHANGE GEARING. APPLICATION nunJAN. 27, 1909.

922,880. Patented May 25', 1909. 3 BKEETfS-BHEET 1.

G. K. GARVIN & E. J. MOGLELLAN.

SPEED CHANGE GEABING.

APPLICATION FILED JAN. 27, 1909.

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G. K. GARVIN & E. J. MQGLELLAN. SPEED CHANGE GEARING.

APPLICATION FILED JAN.27, 1909.

922,880., I Patented May 25, 1909.

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3 guewto' s PAT GEORGE K. GARVIN AND EDWARD J. MCGLELLAN, OF NEW YORK,N. Y.

SPEED-GE GEARI'NG.

Specification of Letters Patent.

Patented. May 25, 1909.

Application filed January 27, 1909. Serial No. $74,539.

To all whom it may concern:

Be it known that we, GEORGE K. Ganvm and EDWARD J. MCCLELLAN, citizensof the United States, residing at the city of New York, in the boroughof lllanhattan and State of few York, have invented certain new amluseful Improvements in Speed- Change Gearing, of which the following isa full, clear, and exact description.- ()ur invention relates to speedchange gearing, particularly for machine tools and other apparatus wherea positive feed or drive through widely varying speed ranges isrequired.

Among other systems of gearing which have been proposed for the abovepurpose are arrangements of gears in an angularly adjustable drum, thepower being delivered at different points determined by the angularadjustment of the drum. So far as we are aware, these systems haveusually given changes in arithmetical rather than geometricalprogression and have required an excessive number of gears. By ourpresent invention the number of gears is limited to the lowest numberwhich is theoretically possible to give the different-speeds desired. '0have also designed a practical construction in which the change from onespeed to another is easily effected, and in which the adjustment isfixed by no other manipulation than the simple turn of a crank through asingle revolution or other unit number of turns.

With the foregoing and other objects in view, our invention consists inthe features of construction and combination as hereinafter set forthand claimed.

In the drawings: Figure 1 is a side elevation of a speed change gearmechanism embodying the principles of our invention; Fig. 2 is avertical sectional view of the same; this section is taken on the lineIIII of Fig. 3 looking in the direction of the arrows; Fig. 3 is asection on the line III-III of Fig. 1, looking in the direction of thearrows, and Fig. 4 is a partly diagrammatic developed sectional View toillustrate the working of the transmission.

Referring to the drawings in which like parts are designated by the samereference sign, 1 denotes a frame or casing of generally circularoutline with a flat rear face 2, which may be bolted or otherwisesecured to any 55 supporting frame or part 3. The casing '3 has aninterior hollow chamber 4 with two figure, it is, however, to

annular or interiorly cylindrical coaxial surtained and guided by acap-ring 9, secured upon the open side of the casing 1 andlapping overthe exposed edge of the flange 8 so as to maintain the drum 7 againstlongitudinal displacement in an outward direction. On its opposite sidethe drum has a thrust hearing engagement at 10 to limit its endwisemovement in the chamber 4. One of the flanges 8 is toothed on itsperiphery to form a gear 12 adapted to mesh with a '01111 13. The worm13 is fixed to a spindle 14 guided to have a rotative but not. alongitudinal movement in a boss 15 of the casing 1.

16 denotes a crank secured to the spindle 14 outside the boss 15 so asto rotate the spindle, and angular-1y displace the gear 12 through anydesired range of adjustment.

The drum 7 has a central or axial hole in which rotates a shaft 20,driven from a sprocket or other driving connection 21,

outside the casing.

22 is a gear keyed to the shaft 20 in a central chamber 23 of the drum7. As a mechanical feature of the construction it may be mentioned thatthe chamber 23 is formed with a removable round block 28 upon one sideto permit the insertion of the gear 22, the block being afterward fixedin place by a set screw 29. The chamber 23 is separated from the outsideannular recess 24 of the drum, which is formed between the flanges 8, 8,by a comparatively thin annular wall 26. This wall is obviouslynecessary in order to hold the flanges 8, 8 together, but it does notextend through a complete circumference, being cut away or interruptedon one side at 27 (see Fig. 2).

Between the flanges 8, S and within the annular recess 24 there arefixed a plurality of short studs 31, rigidly secured at one or both endsin the flanges by the set screws 32. These studs 31 constitute journalsfor a plurality of gear spindles 33, having gears and pinions whichinter-mesh around the circumference of the drum in a continuous serieshaving certain characteristics. The prominent principles involved inthis gcar train are shown in Fig. 4. Before referring to this bementioned that throughout the series to effect the speed changes. Thisis due to the equal spaced a )art relations of the studs 31, the variouspmions A, B, C, etc., being of equal size so to permit an equal spacedapart disposition of the studs 31 In adjusting from one speed ratio toanother the idler 34 is carried to new angular positions on its drivinggear 22, but obviously meshes equally well for its driving function atwhatever angle it may be placed. We have described the mechanism asthough it were only for use with the shaft as a driving member and theshaft 31 as a driven member. This has been purely for the purpose ofclcarness, as the ap lmratus works equally well considering the s raft31 as the driving member and the shaft 21) as the driven member. e donot accordingly desire to be limited or restricted to either plan ofoperation.

Any desired indexing means may be used for registering the particularspeed ratio which is obtained by any adjustment. I have illustrated anindex mark on a stationary part of the frame and which may be employedas a reference point in conjunction with the studs 81, which may bepunched or denominated with different inscriptions indicative of thespeed obtained for each adjustment. In the drawings the reference mark50 is opposite the twelfth stud 31, corresponding to the twelfth orlowest speed obtainable. The other adjustmentsproduce the differentspeeds in order, corresponding to the marks appearing on the ends ofsaid studs 31. In place of figures indicating the mere order or sequenceof the speeds, it is obviously possible to directly denominate the speedratios by fractions or decimals.

What we claim, is:

1. In a speed change gearing, a drum having a central axis, a series ofspindles having large gears and pinions, said gears having theirperipheries tangent to an exterior circle concentric with the axis ofsaid drum and each having its large gear meshing with the pinion of anadjacent spindle, a gear coaxial with said drum, an idler meshingtherewith and cooperating with an initial spindle of said series, apermanently located gear, and means for bringing any one of said largegears in mesh with said permanently located gear.

2. In a speed change gearing, a drum having a central axis, a series ofgear spindles each having a large gear and a pinion and a reducedportion, said large gears having their peripheries tangent to an outsidecircle concentric with the axis of said drum, each spindle having itslarge gear meshing with the pinion of the adjacent spindle on one sideand opposite a reduced portion of the spindle on the other side, a gearcoaxial with saiddrum, an idler meshing therewith and coopcrating with agear of an initial spindle of said series, a permanently located gear,and means for bringing any one of said large gears in mesh with saidpermanently located gear.

3. In a speed change gearing, a drum angularly adjustable on a centralaxis, a series of gear spindles with axes in a circle concentric withthe axis of said drum, said gear spindles each having a large gear andalso having a pinion in mesh with the large gear of an adjacent spindle,and also having a reduced portion opposite the large gear of an adjacentrspindle on the other side, said large gears being o f equal sizeand pitch throughout the seriesgiand a permanently located gear meshingselt ttitively with said large gears when said drum is angularlyadjusted.

4. In a speed change gearing, a drum having a central axis, a series ofgear spindles having their axes in a circle concentric with the axis ofsaid drum, said gear spindles all having equal large gears and eachhaving a pinion meshing witli the large gear of the adjacent spindle, agear coaxial with said drum, means meshing therewith to drive an initialspindle of said series, a permanently located gear, and means forbringing any one of said largegears in mesh with said permanentlylocated gear.

5. In a speed change gearing, a drum having a central axis, a series ofgear spindles having their axes in acircle concentric with the axis ofsaid drum, said gear spindles all having equal large gears and eachhaving a pinion meshing with the large gear of the adjacent spindle, agear coaxial with said drum, an idler meshing therewith and cooperatingto drive a gear ofan initial spindle of said series, a permanentlylocated gear, and meansv for bringing any one of said large gears inmesh with said permanently located gear.

6. In a speed change gearing, a drum angularly adjustable on a centralaxis, a series of gear spindles with axes in a circle concentric withthe axis of said drum, said gear spindles each having a large gear andhaving a pinion in mesh with the large gear of an adj acent s indle,said large gears being of equal size an pitch throughout the series, anda permanently located gear adapted to be meshed selectively with saidlarge gears by the angular ad'ustme'nt of said drum.

7. In a speed change gearing, a drum having a central axis, a series ofgear spindles, large gears thereon of equal pitch having theirperipheries tangent to an outside circle concentric with the axis ofsaid drum, said large gears being arranged on the spindles in similarrecurring groups of three, the large gears of each group beingincreasingly offset from one side toward the other, ini0ns on saidspindles each meshing with t 10 gear of an ad acent spindle, a gearcoaxial with said drum, means meshing therewith to drive an initialspindle of said series, a permanently 'located gear, and means forbringing any one of said large gears in mesh with said permanentlylocated gear. 8. In a s eed change caring, a drum havin a airofianges,stu sextending between said anges, gear spindles on said studsand having gears and pinions intermeshing in a continuous series aroundsaid drum, a gear coaxial with said drum, means meshin therewith todrive an initial spindle of sai series, a permanently located gear, andmeans for bringing any one of said large gears in mesh with saidpermanently located ear. 9. In a speed change gearing, a drum 1av ing acentral axis, a series of gear spindles having gears with theirperipheries/tangentto an outside circle coaxial with said drum,

said gear spindles each having a pinion meshmg with the large gear of anad acent spindle, a gear coaxial with sald drum, means meshing therewithto drive an initial spindle of said series, a worm-wheel and worm forangularly adjusting said drum, and a permanently located gear adapted tomesh selectively with said large gears when said drum of gear spindleswith axes tangent to a circle is angularly adjusted.

10. In a speed change gearing, a drum having a series of intermeshinggears and )in ions, and having an interior annular wali interrupted onone side, a gear within said wall, an idler meshing therewith andlocated at the I interrupted portion of said wall and meshing with aninitial gear of said intermeshing serles, and a permanently located gearadapted to mesh successively with any one of said intermeshing gearswhen said drum is 'angularly adjusted.

11. In a speed change gearing, a drum angularly ad ustable on a centralaxis, a series concentrlc with the axis of said drum, said gear spindlesall having equal large gears and each having a pinion 111 mesh with thelarge gear of an adjacent s indle, a gear coaxial within said drum, an iler meshing therewith for driving an initial spindle of said series, anda permanently located gear with a broad face adapted to be selectivelymeshed with any of said large gears by the angular adjustment of saiddrum.

12. In a speed chan e gearing, a series of intermeshing gears an pinionshaving their axes all at equal distances from a given point, said gearsand pinions being respectively of equal size throughout the series,whereby a constant ratio of speed variation is obtained between eachpair, and a gear adapted to be meshed with any one of said firstmentioned gears.

13. In a speed change gearing, a series of intermeshing gears andpinions with their axes all at equal distances from a given point, agear adapted to be put in mesh with any of said first mentioned gears,and index means for denominating the particular speed or adjustmentobtained in the resultant driving train.

14. In a speed change gearing, a drum having a central axis, a series ofspindles having large gears and pinions, said gears having theirperipheries tangent to an exterior circle concentric with the axis ofsaid drum and each having its large gear meshing with the pinion of anadjacent spindle, a gear coaxial with said drum an idler meshingtherewith and cooperating with an initial spindle of said series, apermanently located gear, and means for bringing any one of said largegears in mesh with said permanently located gear.

In witness whereof, We subscribe our signatures, in the presence of twoWitnesses.

GEO. K. GARVIN. EDWARD J. MOCLELLAN.

Witnesses:

JOHN T. WILLIAMS, CHAS. T. LUTHER.

